Control system for doors



Dec. 5, 1950 F. s. JENKINS 2,533,116

CONTROL SYSTEM FOR DOORS Filed May 1, 1946 5 Sheets-Sheet l INVENTOR.

FELTON S. JENKINS ATTORNEY Dec. 5, 1950 F. s. JENKINS CONTROL SYSTEM FOR DOORS 5 Sheets-Sheet 2 Filed May 1, 1946 REVERSING LIMIT SWITCH TRIP INVENTOR.

FELTON S. JENKINS ATTORNEY 5 Sheets-Sheet 3 l-lll F. S. JENKINS CONTROL SYSTEM FOR DOORS Im 0 m 0 20 19:55 IwDa OP Dec. 5, 1950 Filed May 1, 1946 INVEN TOR. FELTON S. JENKINS ATTORNEY HHH HHH Dec. 5, 1950 F. s. JENKINS 2,533,116

I CONTROL SYSTEM FOR DOORS Filed May 1, 1946 5 Sheets-Sheet 4 l ST STAGE 2 T065 i. \f

INVEN TOR.

FELTON S. JENKINS g ATTORNEY Dec. 5, 1950 F. s. JENKINS 2,533,116

CONTROL SYSTEM FOR DOORS HHHHI INDUCTION MOTOR MOTOR SWITCH OVERLOAD OVERLOAD Q: I I E 2 E I W0 3 5) Lonmmm m 8 [i Hg 1 2 5 *5 Z INVENTOR.

FELTON S. J ENL'GNS ATTORNEY Patented Dec. 5, 1950 UNITED STATES PATENT OFFICE CONTROL SYSTEM FOR DOORS Felton S. Jenkins, Philadelphia, Pa.

Application May 1, 1946, Serial No. 666,471 Claims. (01. 26859) This invention relates to control of an operating mechanism by radiant energy, and more particularly to a novel system for remote control by vehicle borne radio of a power driven operator for garage doors.

A principal object of this invention is to provide such a system wherein novel components are interrelated in an improved manner that affords an economy and simplicity heretofore unattainable in prior systems.

Another object is to provide improved radio transmitting apparatus for sending actuating impulses from a vehicle.

A further object is to provide improved radio receiving apparatus for receiving such an impulse and actuating an operating mechanism therewith.

An additional object is to provide an improved door-operating mechanism and power drive therefor.

Another object is to provide means for the selective operation of such a door by radio or manual control.

Equally important objects will plainly appear from the detailed specification and drawings presenting herein a preferred embodiment in exemplification but not in limitation of the present invention. Like reference characters represent like parts in the accompanying drawings which repersent diagrammatically in:

Fig. 1: A rear elevation of a novel door assembly embodying the present invention, viewed from the interior of a garage or enclosure.

Fig. 2: A side elevation of the assembly shown in Fig. 1.

Fig. 3: An end View of the motor drive unit, partly in cross section taken on the line 3-3 in Fig. 5.

Fig. 4: A top view of the unit shown in Fig. 3.

Fig. 5: A side view of the unit partly in crosssection, taken on the line 5-5 in Fig. 3.

Fig. 6: A side view, partly in cross-section, showing novel disengaging mechanism for operating shaft.

Fig. 7: A wiring diagram representing a novel radio receiving apparatus adapted to actuate universal type electric motor.

Fig. 8: A wiring diagram representing a novel radio receiving apparatus adapted to actuate a Single-phase induction motor.

Fig. 9: A wiring diagram representing a novel radio transmitting apparatus adapted to be installed in a vehicle.

The novel control system described herein comprises an electric motor driven work operating mechanism detailed in Figures 3, 4 and 5, for operating a garage door assembly shown for example in Figures 1 and 2, a disengaging device for said mechanism shown in Figure 6, a radio receiver for actuating said motor and diagrammed in Figure 8, a radio transmitting device for actuating said receiver and diagrammed in Figure 9, and a series of diagrammed switches arranged to assure novel and fool-proof operation as illustrated and described herein.

A preferred embodiment of the present invention is illustrated herein particularly in Figures 1 and 2 as applied to the overhead sliding type of garage door I59 that slides in guide rails IIB from its vertical position when closed, to its horizontal position when it comes to rest after it has been opened. Such a door I80 may be formed of sections held in hinged relationship to each other by hinges ISI, and is well known in the art as an up and over type of sliding door. The door I travels in the rails M8 by means of rollers I80. Guide rails H8 may be supported by braces I84 to garag ceiling I85.

The lower ends of the two tow bars I52 are pivotally attached to the door i230 by pivot means I82 shown in Figure 2, and the up er ends of two bars I82 are pivotally attached to travelling axle shaft IIl of operator I59 by collar ISI. Tow bars I62 may be adjusted for length by turnbuckle means I63.

As will be subsequently described, this type of door IE0 is operated by an induction motor 6| as shown in Figure 8 which drives the operating mechanism I65.

Operating mechanism The door operator Illll detailed in Figures 3, 4 and 5 includes an electric motor GI, arranged to drive a, travelling nut member IE3 alon threaded shaft Hid, and thereby pull door E50 open, or push it closed by means of its tow bars I62.

Motor 6i is attached to the motor cradle I35 by means of the bracket i 49 and is provided with motor pulley E20 which drives the driving tube pulley ilii by means of belt I25. Cradle IiiB is in the form of a downwardly suspended swinging pan provided with opposed inwardly projecting sleeve members IE3? which ride in pillar blocks I08. These pillar blocks I538 are attached to carriage member it?) by bolts H3. Riding in the sleeve member Ifil is the driving tube member I39 which surrounds the threaded shaft I54. To the forward end of the tube IE9 is connected a drive pulley H8 and to the rear end of the tube I39 is connected the nut member I83 held on the tube its by means of set screw HI. Thus nut member 9% is thereby readily detachable and replaceable.

Carriage m5 is supported by axle member I28 which passes through apertures H5 in carriage 6S5. Carriage N35 is held in position on axle I28 by means of collars H8 fixed to the axle I28 by means of set screws. Each outward end portion 5 of the axle E28 is fitted with wheel members 5* adapted to ride in the rails H8 as shown e Axle ends H4 are arranged to teleinto the larger axle sections I28 so that the span between the wheels ill may be adjusted to accommodate various distances between the rails E it. Overload switches 59 are shown mounted on carriage m5, so that they will be ctuated by the swing or tilt of cradle I96. They may, if desired, be conversely mounted on cradle m5 and positioned so that when motor ii'l tilts they will be actuated by contact with carriage limit switch 56 and reversing switch '55 are mounted on axle t it, as shown in Figure 3.

The forward end of the shaft i 2 is anchored in the front wall ills of the garage by the disengaging means 955 shown in Figure 6 and the rearward end of the shaft EM is supported by, but not fixed to, a transverse strut member H2. Strut H2 is fixed to and spans rails H8 as shown in Fig. 2. This permits the rear end of the shaft its to have limited free movement on and above strut 'l l2.

The axle l id is provided at one extremity with reversing switch 55 as shown in Figure 1 which is actuated by a stop or tripping mechanism {2% positioned so as to actuate the reversing switch 55 at the end of the rearward travel of the axle li t on the rails H8.

The other end of the axle H4 is provided with limit switch 55 arranged to be actuated by a trip ping mechanism we positioned at both extremiti s of travel on the rails i 38.

Referring again to FigureB, a dash pot device ltd is provided to control and dampen the speed of the swing in the pendulum action of the motor cradle tilt; when obstruction causes any overload on the motor 5i. The dash pot M8 is constructed of a cylinder t lt and a piston Hi2 connected to a shaft or piston rod M3 provided with a pivotal connecting means Md and permanently fastened to a bracket 5 55 which is mounted on the motor cradle 5%. The end of the dash pot E46 opposite bracket l i5 is fastened by means of a hinge M5 to the carriage 5-85 of the operating mechanism Hill. The dash pot Hid includes a fluid passage i l? with with two orifices 55% at each end of the cylinder iei. ne of the two orifices 1 33 is provided with a needle valve M9 to control quantity of fluid passing from one side of the piston I42 to the other and thereby controlling the desired dampening effect on the pendulum action=of the motor cradle WE.

Motor overload protection switches 59 and limit switch 58 are single pole normally closed push plungertype snap action. These switches'operate only when the cradle is caused to swing out of its normal position "as a result of obstruction to the door or to the operating mechanism. The swingmotion of the cradle actuates either of the switchesSQ and momentarily break the circuit to motor 6i causing it to stop. This interruption causes the starting field of the induction motor iii, shown in Fig. '8, to cut in, the field then being a reverse starting position, due to the operating position of the reversing switch $5 at that point of travel.

Reversing switch 55 is a double pole double throw lever type snap action switch with spring return arranged and connected so that in the normal position of its lever it will cause the door to open when current is applied to motor 6i. When the lever is actuated by trip mechanism I26 and power applied door 66 will close.

In Figure 7 where a series Wound motor 54 is used, the reversing switch actuating mechanism is mounted on the track at each end of travel, thus providing actuating means for reversing motor direction simultaneously with the action of limit switch 56.

A double pole double throw reversing switch 55 shown in Figure 8 is mounted on axle I M adjacent rail H8 and is positioned to be actuated by a tripping mechanism H26 mounted on rear end of rail H8.

When limit switch 5% is mounted on the axle one is sufficient, but if mounted on the rail 9 two will be used mounted at eachend-o'f door travel, and wired in series with each other.

A source of normal house current is shown in Figures 7 and 8 at 53 which be 11 0 or 129 volts. The operating motor indicated in Figure 7 at 55 is preferably from to H. P.,=depending on the type of door and the rate of travel desired for the door. The motor 54 and the apparatus described in Figure 7 is preferred for small swinging-type garage doors.

For the overhead type sectional sliding doors a single phase induction type motor t l of to A H. P. shown in Figure 8 is preferred, dependin on weight of door and desired speed of transit. This type of motor permits the reversing switch 55 to be connected only in series with the starting field of the motor. Therefore, switch 55 can be actuated after the motor is started and is in action, to a reverse position without affecting the operation of the motor 6!. This requires a tripping mechanism 26 shown in Fig-v ure 1 on only one end of the travel, at the rear end of the rail H8.

The conduit i2 comprises the power supply leads, and conduit i 23 comprises the control leads. Additional branches of the control leads 123 can be installed at any desired remote control location such as the push button i2? shown in Figure 1. The control box i2 2 containing the radio receiving unit shown in Figure 8 is connected to the motor t! by means of the conduit 'i23. The power from source 53 is fed into the control box through the leads 52d and reaches the motor through the flexible suspended conduits i25 for connection to motor 6!, shown in Figure 2.

Receiver The receiving apparatus H22 shown in Figure 1 and indicated by the wiring diagrams in Figure 8, includes a receiving antenna as grounded as shown at &8. Connected thereto as shown are radio frequency transformers at El and 32. At 33 and 3d are variable tuning condensers of the compression type having a preferred range from two to thirty micro-microfarads and are used in tuning the transformers 3i and 32. Shown at 3%, is a low capacity, for example a two micro- =microfarad negative temperature coefficient ceramic capacitor used to stabilize the frequency of the receiver by compensating for changes in temperature.

Indicated at is a cathode bias resistor-M400 ohms resistance, and at 3-? a radio frequency by-pass condenser of .01 microfarad. At 38 is 'a screen grid radio frequency by-pass condenser of .01 microfa'rad, and at 39 is a screen grid voltage dropping resistor 75,000 ohms. At 4| is a radio frequency choke for supplying voltage to plate of tube 45 and permits the plate to swing with the incoming signal.

It is important that the inductance be preferably of a value that will be resonant at the operating frequency. For example, a choke 4! of 2.5 millihenries with l IIs (coils) will have a resonant frequency of approximately seven megacycles when used with a 100 micro-microfarad mica coupling capacitor 42, feeding the signal into the primary of the succeeding radio frequency transformer 32.

At 43 is indicated a 3 megohm grid leak resistance connected in parallel with a 100 micromicrofarad mica capacitor 44, which assists in rectification of the incoming signal.

A tube 45 of the radio frequency pentode type is used in the first radio frequency stage of the receiver, the output of which feeds into a high ,u triode type tube known in the art as a detector.

A sensitive relay 47 operates on a current differential of one-half of one milli-ampere and is provided with 5-ampere contacts shown at 48 with single pole double throw action.

A 25 microfarad (or larger depending on duration of delay desired), 25 volt electrolytic condenser is shown at 49, which charges and discharges at a slow rate and permits only direct current in the coil of the relay ll, and also prevents the relay ll from chattering during the negative half cycle of the power frequency. The condenser 59 also provides the necessary time delay action to prevent the actuation of the dedisturbances, or other sources.

A filament supply stepdown transformer 50,

provides the necessary filament voltage for the tubes 45 and 46.

At 5! are shown bypass condensers arranged to bypass any radio frequency voltage from the power line to the ground which in this case is the chassis of the receiving set itself. At 52 is shown a. thermo bi-metal time delay switch used to provide the time delay action and electrically causes an open current in the sensitive relay contacts d8 thus preventing said relay from actuating the door operating mechanism until the receiving tubes G5 and d6 filaments have heated and provided normal operation of the receiving unit.

The induction motor 6i shown in Fig. 8 draws considerably higher current for its starting torque than the universal motor 54 in Figure '7. When this higher current is in excess of the current rating of the sensitive relay contacts 48 a secondary relay 00 shown in Figure 8 is provided with contact ratings suitable for the size motor used and arranged to be actuated by the sensitive relay 41 as shown in Fig. 8.

It is important to note that the choke 4| and the condenser 42 previously described herein are used to stabilize and isolate the two radio-frequency stages which avoids the added complication of shielding. They also increase the overall sensitivity of the receiving apparatus inasmuch as sensitivity is required on only one frequency in swinging doors in which the improved operating mechanism use described herein need not be employed. Double swinging doors require a series wound so-called universal type electric motor 54 which because of the nature of operation of the swinging door does not have to be arranged to travel. It can be fixed to the ceiling of the garage and therefore does not require the type of limit switches required by the travelling motor 0 i, described herein.

Among the important advantages of the novel receiver described herein are, first that the whole circuit is resonant at the operating frequency which assures ample sensitivity. Next, novel frequency stability is provided at 31, 35, t] and 42 as previously described, and the novel design permits amazingly low power consumption comparable to that of an electric clock and simplicity due to air core construction of the transformer and elimination of shielding. Assurance,

against the adverse effect of temperature change is provided at 33, as set forth herein. This novel design attains the utilization of low plate current and permits long tube life. By the elimination of coil forms and the utilization of air dielectric cores in 31 and 32 current losses are unexpectedly low. i'he novel receiver herein-described permits operation on any frequency between the ranges of 500 k'locycles to 200 megacycles. Transformers 3i and 32 may be wound for any one of the frequencies in the aforementioned range and can be utilized in the circuit without any circuit variations.

The novel application of low plate current (one milli-ampere or less) in the tubes 45 and 46, and the rating of 35 milli-amperes on the tubes, affords trouble free operation and years of life without changing tubes.

The novel receiver described herein affords a stability hitherto unknown. It is unaffected even at high frequencies, by atmospherics, or by disturbances originating in motor vehicles, city light lines, or by voltage fluctuations of any nature.

In order to prevent the unauthorized operation of the electronic control by a strange transmitter each receiver unit is designed to operate within a given range determined at the factory. This may be any one of 8,000,000 different frequencies.

Any attempts to determine the frequency for any given installation will prove futile not only because of the vast range of frequencies but also because of the time delay action of the capacitor 49 connected in parallel with the sensitive relay 41 which would prevent detection by anyone searching by means of a variable frequency oscillator and other searching means known in the art.

Transmitter The transmitter preferred for installation in the vehicle comprises a novel improvement on what is known in the art as a Hartley type oscillator indicated at 10 in Figure '7. It includes a tuning inductance ll, wound for the desired frequency, and a variable tuning capacitor 12 of the compression type arranged for tuning the inductance, with a capacitance range, from 2 to 30 micro-microfarads. Included also are the necessary coupling condensers 13, a 75,000 ohm grid leak 15, a micro-microfarad grid condenser 74, a radio frequency choke l6, and a temperature compensating capacitor l0 l.

The tube 1'! is a filament type, having a filament voltage rating equivalent to the voltage of the car battery, and which heats up almost instantly when filament circuit is closed. Tube 1'! '2 may be c nnected; d rec ly across the v hicle automobile batter-1 by o push but on switch 19., mounted on the dashboard of the vehicle and connected in series with. the filament of tube it, through terminals A1 and A+ shown in Figure 9.

The direct current plate supply for the tube 'l-l is supplied preferably from a 22 /2 or -volt B battery preferably located in the glove compare ment of the automobile, and connected through terminals Be and 3+, shown in Figure 9.,

The antenna all, may be, the existing automobile radio antennae, or it. may be any other metal. object on the automobile, providing it is properly insulated from the frame of the car, mounted on the exterior of the i831, and has sufficient radiat- I ing surface.

Anchoring device.

The anchoring device 565 detailed in Fig. 6 and indicated in Fig. 2 comprises an anchor block IE6 bolted, for example, by bolt l6! to the inside of the front wall Hi4 of the garage. 'The block His is provided with a rectangular recess l5? adapted to receive the squared end p rtio 5 0f the threaded shaft Hi l. The end portion H6 is promechanism 193 so that the door lfill may be torn:

porarily operated by hand, due to power, failure or other causes, the latch pin l H is pulled downwardly so that latch clears notch lid, thereby releasing shaft 40 so that it will slide out of engagement with recess I68. As the other end of shaft H14 rests freely on strut H2, the manual operation of the door is readily accomplished and the resulting travel of door I69 will cause shaft HM and mechanism 165E; to travel with door loll. when. mec anical operat o s again es the end portion I16 is inserted in recess its and is latched therein by action of spring H3 and latch I14.

Operation The operation of the novel control system de scribed herein is as follows:

When the driver of the vehicle app-roaches within range of the door of the garage 01 enclosure usually 2 to 50 yards, and desires to open the door, he holds dot n the button '19 on the dashboard, preferably from one to two seconds, This energizes transmitter it as described herein, and indicated in Fi u e 9 h ch u n se erates a radio. fr uency Wave and fo ds it to a t na 5!. This wave signal, or i pulse, i radiated by transmitting antenna 8!, and is lfiCQiJBd by receiving antenna 35. This signal is then amplified and rectified .as ideScribed herein and causes relay 41 to be actuated. The contacts 43.

th impulse i rec ved li t-sw ches n; that not overload sw tch 59) a e out. by action of secondary relay Bo shown is one. 8, r sensitive relay 4] sh wn. in Fig re 7', h y causin mo or to. start;- Whe motor moves door away from the contact position of trip I216, the limit, switches 59 close and automatically assume the duty of supplying current to. the motor, while the relay 4-! returns to the no. signal normal position. Pulley no driven by the motor rotates nut M3 by means of tube Hi9, causing nut- N33 to travel along shaft Hi4, carrying operatin mechanism we and door [to therewith as previously described.

When the door I60 has reached the end of its opening travel, trip [-25 actuates limit switch 56, opening the circuit and stopping the motor, and the travel of the door I561).

To close the door 1,60 the driver of the vehicle again depresses button i9 for a like period, and the above operation is reversed. In the event of any obstruction to the closing travel of the. door the operation of operating mechanism Hill is as follows:

The obstruction causes added load on operator 1% which in turn causes motor 6! to gradually swing outwardly at right angles to line of travel by means of the suspension of" cradle if: in the pillar block [638, mounted on carriage M35. The

- force to cause this swing generated by the ratio of the diameter of pulleys H9 and we The greater diameter of pull y J -3 au o the motor to tend to climb.- belt [2i and thereby gradually move. out of its vertical posit n When @1 8 21 i litude of this swin is suf icient it momenta l depresses. switch so and causes mo or 5! to s op, The amount of torque governed by the adjust-. ment of valve M9 and the weight of the motor. Valve {49 controls the speed of swing and prevents the. startin torque of m to 51. from c u ne oscillation, at start of perat c l-v F rthermore the swinging suspension of arria e 355, on axie 128 pe mits instal a i i out. te o li nmen and ordo th adavn e of an h ins shaft lil at on e d. only s s o in ur 9 at ot and p rmi ng e e o e e t of the other end of shaft ta l on strut H2 thereby assuring s m l and co mical installa n The fact t a the s aft 18 s e ol e, a so eliminat s t e pr blem o Whipp n act n in t e shaft and thereby r d ce costly boar-ins. f c io and repairs.

at. is importan to n te t at he resent i ention has eliminated costly and complicated moun n fo eo ati-ne mechanism Wit. t is aolf oontaineo an i appl ed d rectl to the door inst l ion a her n des rib d thi a fo ds simplici y in in tallati n as W l a i on true tion.

Th pres n i ven ion is no mited o the rr ferred example illustrated and described herein, but i lo nd d o i ud a mb iments a d modifications thereof within the spiritand scope, of th pp nded claims.

What is claimed is: i

l A control system of the class described coins prising in combination, a radio transmitter, a door arranged to travel on overhead rails, an .elec-, tric motor driven operator arranged to travel on a d ra s fo opening a d c os ng said door, a source of electric current for said motor, a radio receiver arranged to apply said current to said motor when actuated by a signal from said trans? mitter, automatic means for stopping said motor and said operator at the end of travel of Said door, automatic means for stopping said motor and said operator upon obstruction of said operator during travel of said door and said operator, said last named means including a nut rotated by said motor for reciprocating travel on a non-rotating threaded shaft, drive means between said motor and said nut, said motor being swingably suspended below said shaft, switch means arranged to be actuated by the swinging action of said motor, said drive means being arranged to cause said motor to swing upon obstruction to travel of said operator on said shaft.

2. The system described in claim 1 wherein said operator comprises means connecting said operator to said door, transverse axle means arranged to travel on said rails, a longitudinally disposed threaded shaft member held at its forward end by said release means and supported at its rearward portion for limited free movement, a carriage member swingably mounted on 20 said axle means, a threaded nut member arranged to rotate on said threaded shaft, nut mounting means carried by said carriage, a motor cradle swingably supported by said mounting means, a motor carried by said cradle, drive means connecting said motor and said nut arranged to cause said motor cradle to swing out of its normal position upon obstruction to the travel of said operator, overload switch means arranged to be actuated by said swing to stop said motor, means for dampening said swing during unobstructed operation, and electrical means for limiting and reversing the travel of said operator during normal motor driven operation of said door.

3. The system described in claim 1 wherein said release means comprises an anchor block fixed to said garage, a recess in said block arranged to receive and hold the adjacent end portion of said threaded shaft in a non-rotating position therein, latch means in said end portion and in said recess arranged when engaged to prevent the withdrawal of said shaft, resilient means normally holding said latch means in its engaging position, and means for manually holding said latch means out of its engaging position.

4. The system described in claim 1, wherein the entire circuit of said receiver is resonant at the operating frequency of said receiver.

5. A control system of the class described comprising in combination, a radio transmitter, a door arranged to travel on overhead rails, an operator unit arranged to travel on said rails for opening and closing said door, an electric motor swingably suspended on said operator, a source of electric current for said motor, a radio receiver arranged to apply said current to said motor when actuated by a signal from said transmitter, drive means connecting said motor and said operator unit and arranged to cause said motor to swing out of its normal position upon obstruction to travel of said unit or said door, and switch means arranged to be actuated by said swing to stop said motor.

FELTON S. JENKINS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,760,479 Calman May 27, 1930 1,792,119 Peelle Feb. 10, 1931 1,981,026 Blodgett Nov. 20, 1934 2,118,930 Lilja May 31, 1938 2,299,330 MacNabb Oct. 20, 1942 2,329,280 Lunken Sept. 14, 1945 2,378,262 Vallen June 12, 1945 

